US6387006B1 - Gearbox - Google Patents

Gearbox Download PDF

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Publication number
US6387006B1
US6387006B1 US09/508,888 US50888800A US6387006B1 US 6387006 B1 US6387006 B1 US 6387006B1 US 50888800 A US50888800 A US 50888800A US 6387006 B1 US6387006 B1 US 6387006B1
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Prior art keywords
clutch
gear
variable transmission
input
shaft
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Expired - Lifetime
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US09/508,888
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English (en)
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Thomas Jung
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Bayerische Motoren Werke AG
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Bayerische Motoren Werke AG
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Assigned to BAYERISCHE MOTOREN WERKE AKTIENGESELLSCHAFT reassignment BAYERISCHE MOTOREN WERKE AKTIENGESELLSCHAFT ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: JUNG, THOMAS
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/12—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with means for synchronisation not incorporated in the clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/04—Combinations of toothed gearings only
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
    • F16H2061/0407—Synchronisation before shifting by control of clutch in parallel torque path
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/68—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings
    • F16H61/684—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive

Definitions

  • the invention relates to a variable speed transmission especially a variable speed transmission for motor vehicles.
  • variable speed or variable ratio transmissions are known. Transmissions of this kind are used for example in a motor vehicle for changing the rotational speed of an engine with a certain transmission ratio or torque conversion. In addition, a transmission of this kind can ensure the idling of an engine when a vehicle is at rest. Finally, it is possible to reverse the direction of rotation of the drive shaft by means of a transmission.
  • a simple variable speed transmission can be created by a manual gearbox with an input (drive) shaft, an output shaft, and a countershaft.
  • the drive shaft is connected with the engine by a clutch so that it can be decoupled forcewise from the engine when shifting.
  • a drive gear sits on the drive shaft that drives the countershaft which in turn is nonrotatably connected with other gears. Gears mounted on the countershaft can be meshed with the gears of the drive shaft. Depending on the choice of a speed and hence of one such gear pair, a desired transmission ratio can be created.
  • the manual gearbox mentioned above has high efficiency, low weight, and is relatively inexpensive because of its simple design. However, no automatic mode can be achieved with a manual gearbox of this kind. In addition, the load between the engine and the input wheels is interrupted with every shift so that the force of the engine cannot be utilized constantly during a continuous acceleration process. In general, the manual gearbox has a relatively low level of comfort. In addition, a separate starting clutch must be provided to decouple the transmission with the input engine.
  • An automatic transmission is known as a conventional transmission with an automatic mode as the name itself suggests.
  • a conventional automatic transmission usually has a flow converter on the input shaft side that serves as a starting clutch and produces increases in torque in the conversion range.
  • Usually combinations of several planetary transmissions are connected downstream of the converter, said transmissions depending on the positions of individual gears or groups of gears, and perform a torque and rpm conversion as well as a possible reversal of the direction of rotation for a reverse gear.
  • the shifting processes are usually performed by an electrohydraulic control that produces automatic upshifts and downshifts of the individual gears at the correct point in time.
  • the automatic transmission suffers from relatively high losses and requires a complex design.
  • a transmission of this kind is generally cost-intensive, has a high weight, and requires complex control.
  • variable speed transmission Another alternative for a variable speed transmission is offered by a manual gearbox with automated shifting.
  • a manual gearbox which resembles the manual transmission described above, all of the clutching and shifting processes are performed fully automatically in accordance with the driver's wishes. In this way, an automatic mode can in fact be achieved but even with this transmission subject to load interruption when shifting cannot be reduced. Otherwise, in the course of an automated shift, a high control effort, especially in engine control, is required. It also requires a starting clutch with similarly automated control.
  • variable speed transmission is provided by a stepless automatic transmission with transfer belts or steel thrust belts, or in a transmission of this kind, a planetary transmission with a forward gear and a reverse gear as well as a multiplate clutch and a continuously adjustable primary v-pulley are provided in such a transmission on the drive shaft.
  • the force transfer to a secondary v-pulley on the drive shaft is accomplished for example through a steel thrust belt.
  • a double clutch transmission in which two clutches act on a two-part drive shaft with fixed gears.
  • One half shaft is hollow and surrounds approximately half the second half shaft.
  • Loose gears fit on the drive shaft and are connected with the latter by mechanical selector sleeves.
  • one clutch In order to shift gears, one clutch must be released and the other engaged at the same time while the mechanical shifting process is completed within the final closing phase of both clutches.
  • the double clutch also acts as a starting clutch.
  • the goal of the invention is to provide an economical variable-speed gearbox with an automatic mode, which can transmit high torques and avoids complete load interruption when shifting or changing gear.
  • variable transmission especially for motor vehicles with an input shaft and a output shaft, as well as a first device located between the input shaft and the output shaft, delivering torque and permitting variable rpm transmission ratios, said device in one operating mode ensuring a complete power flow decoupling of the input shaft and the output shaft, and with a second device provided in parallel with the first device for force transmission between the input shaft and output shaft, with which in contrast to the first device, a continuously selectable torque in the range from zero to the maximum applied torque can be transmitted characterized in that the second device comprises a planetary transmission.
  • a second torque-transmitting device is interposed as well with which a continuously selectable torque in the range from zero to the maximum applied torque can be transmitted between these two shafts.
  • the value of the torque can be controlled or regulated.
  • An important point regarding the invention consists in the fact that by a suitable control of the second device, such a torque transmission from the input to the output shaft or vice versa can be performed, that no further torque is transmitted through the first unit, and the transmission ratio in this first unit can be easily changed; for example a shiftable spur gear to be brought into or out of engagement with a shaft or another gear can be shifted in a force-free manner. Since a positive connection or torque connection through the second torque-transmitting device can be maintained between the input and output shafts even when shifting the first device, a complete interruption of the load, for example between a drive motor and drive wheels, is effectively prevented. With suitable control of the second device, a load decrease can be kept very small. The driver then gains the impression, even while shifting, that the vehicle is being continuously accelerated or decelerated. A “jerk effect” caused by different accelerations can be avoided.
  • variable speed transmission the function of a “hill holder” can be provided in simple fashion.
  • a hill holder offers the opportunity to remain at rest on a slope or hill without operating the brakes and to initiate a starting process without the risk of rolling backward by a simple accelerator actuation.
  • the control cost especially the control cost for digital engine electronics, can be kept low.
  • upshifts can be performed without or with only a low lock time and downshifts can be performed during the performance of an upshift or downshift. Therefore, in downshifts it is not necessary to wait until a previously selected shift has been performed.
  • a shift request can be reported through shift curves, authorized shift signals, or a sequential demand unit.
  • variable speed transmission according to the invention is also suitable for installation in sport vehicles with especially high engine power.
  • An especially simple possibility for performing continuous torque transmission from the input shaft to the output shaft and vice versa is provided by the use of an efficiency unit based on friction, for example a clutch or brake unit.
  • a clutch must be able to operate in a slip mode and be controlled so that depending on the selected clutch pressure and the resultant slip effect, a desired torque can be transmitted and be applied exactly.
  • One especially preferred embodiment is characterized by the fact that the first device is in the form of a simple variable speed transmission.
  • the first device is in the form of a simple variable speed transmission.
  • the second device comprises another transmission.
  • a transmission is provided as an especially suitable additional transmission in the torque-transmitting device, preferably a planetary transmission.
  • a planetary transmission various transmission ratios can be achieved in simple fashion in a compact manner.
  • the clutch engages the ring gear of the planetary transmission.
  • the second device is affected by a control designed so that the control, especially the pressure regulation for the clutch, can be controlled as a function of the engine rpm and/or the input rpm and/or the gear that has been engaged or called for and/or the input rpm gradient and/or output rpm gradient. If a clutch is used, it can be controlled continuously from the completely decoupled state to the completely engaged state, with clutch slip taking place in such an intermediate state.
  • the clutch can be designed as a plate clutch. On the one hand it is connected indirectly or directly with the drive or output shaft or the shiftable spur gears mounted on it or the drive housing and on the other hand with a planetary transmission element (sun gear, planet gear carrier, ring gear), with this shaft associated with this planetary transmission element has no direct connection to the drive or output shaft which in turn is connected indirectly or directly with the clutch.
  • a planetary transmission element unsun gear, planet gear carrier, ring gear
  • a shifting device is provided which permits a controllable coupling between the planetary transmission on the one hand and optionally the input or output shaft, the shiftable spur gears mounted thereon, or the transmission housing on the other.
  • the shifting device for example can be designed as an axially displaceable bushing, coupling hub, or the like which has elements that are releasably nonrotatably connectable with the transmission housing, a part of a shiftable spur gear, or the output or input shaft.
  • synchronizing devices can be provided between this shifting device, especially the displaceable sleeve, coupling hub or the like, and the input or output shafts, spur gears, and the like that can be connected with it.
  • a connection between the shifting device and a shiftable spur gear located on the input or output shafts is possible to implement in an especially simple manner when the spur gear has a hollow shaft that extends through the input or output shaft.
  • a direct coupling device between the input and output shafts is also advantageous since as a result direct drive can be engaged [with which the respective transmission loss can be avoided.
  • the clutch of the torque-transmitting device and/or the switching device can be operated electromechanically and/or hydraulically and/or pneumatically.
  • FIG. 1 shows a highly schematic section of a simple embodiment of a variable speed transmission according to the invention
  • FIG. 2 is a highly schematic section through a second embodiment of a variable speed transmission according to the invention.
  • FIGS. 3 a to 3 h each show similar sections through a variable speed transmission as in FIG. 2, whereby the flow of force is indicated by a solid line depending on the shift or the engaged transmission ratio;
  • FIG. 5 is a graph like FIG. 4 of a continuous acceleration with a manual gearbox.
  • FIG. 1 A simple embodiment of a variable gear transmission according to the invention is shown in FIG. 1 .
  • Drive shaft 14 and output shaft 16 are mounted rotatably by bearings 100 and 102 in transmission housing 12 .
  • a countershaft 18 is also provided which, together with the spur gears mounted on it, is shown only in a half section.
  • the countershaft 18 is secured rotatably in transmission housing 12 by two end bearings 103 .
  • a shifting device 32 is provided for coupling and connecting the shiftable spur gears 24 and 28 with countershaft 18 , said device 32 being able through shift cylinder 31 and 33 to displace a selector sleeve 30 in the axial direction of countershaft 18 so that optionally spur gear 24 , spur gear 26 , or neither of these gears can be connected with countershaft 18 .
  • selector sleeve 30 The axial displacement of selector sleeve 30 mentioned above is achieved by hydraulic actuation of shifting cylinder 31 and 33 with no significant torque or force moment taking place during a shift between countershaft 18 and the spur gears 24 , 28 connected therewith or to be connected therewith.
  • the gears of gear pairs 22 and 26 complementary to shiftable gears 24 and 28 are permanently mounted on output shaft 16 .
  • torque-transmitting devices are also possible. However, a device must be provided which can interrupt the power flow between the drive shaft and the output shaft and can perform controlled torque transfer.
  • a sun wheel 42 of planetary transmission 40 is provided at the end of drive shaft 14 .
  • This sun wheel 42 meshes with planet wheels 46 of the planetary transmission.
  • the planetary wheels 46 are held in a planet carrier 48 slightly displaceable in its axial direction. In the normal state, planet carrier 48 is coupled with drive shaft 16 so that when planet carrier 48 rotates, drive shaft 16 moves with it and vice versa.
  • the planet gears roll on a ring gear 44 of planetary transmission 40 .
  • a connection is created between ring gear 44 and drive shaft 16 by coupling plates 62 .
  • the coupling and hence the operation of the clutch are produced by a clutch cylinder 64 . It is important in this regard that the clutch cylinder 64 can be controlled precisely so that the clutch can be kept in an appropriate slipping or dragging operation depending on the torque transfer requirement. As a result, a precisely metered torque transfer is initially possible between ring gear 44 and drive shaft 16 .
  • the clutch cylinder is controlled hydraulically in the present example. However, other types of control are also possible.
  • a clutch different from the present plate clutch K can be used between ring gear 44 and drive shaft 16 .
  • the clutch it is important to determine the ability to transfer the torque in a precisely metered fashion and also to ensure high torque transfer.
  • the pressure regulation for the clutch or other impact in other clutches takes place through a control, not shown, which produces a required clutch actuation depending on engine operating conditions, from the engine rpm, drive rpm, the speed engaged or required, or the input or output rpm gradients.
  • a locking device 52 is provided in transmission housing 12 radially outside planetary transmission 40 ; device 52 by actuating a first shift cylinder 54 can be moved radially inward, in other words against ring gear 44 of the planetary transmission 40 in order to secure the latter against transmission housing 12 .
  • a second locking device 56 is located in the transmission housing 12 , essentially in the present example in the axial direction of the planetary transmission 40 ; device 56 , by actuating a second shift cylinder 58 , displaces the planet carrier in its axial direction and locks it to the transmission housing 12 .
  • first gear engaged With first gear engaged, ring gear 44 of planetary transmission 40 is secured against transmission housing 12 by operating the first shift cylinder 54 and hence operating locking device 52 . As a result, the drive shaft drives planet gears 46 through the sun wheel 42 . Through the planet carriers 48 that move in the same direction as the sun wheel and are coupled with drive shaft 16 , first (gear) is engaged. To characterize this first gear, in FIG. 1 the number 1 is shown on the locking device 52 . It is meant to indicate that first gear can be reached by operating locking device 52 .
  • spur gear pair 22 or 26 is connected to deliver torque, i.e. the correspondingly arranged shiftable gear 24 or 28 is then connected with countershaft 18 by selector sleeve 30 .
  • clutch K is disengaged and does not transmit any torque.
  • the fourth gear is produced by a direct coupling of the drive shaft 14 and the drive shaft 16 .
  • this is achieved by clutch K being operated without slip (complete coupling). Since the planet gear carrier is in mesh with the drive shaft and the ring gear 44 and drive shaft 16 are completely coupled, planet gear carrier 48 is fixed relative to hollow shaft 44 . Planet gears 46 cannot roll on ring gear 44 . The entire planet gear set then turns at the rotational speed of the engine (direct transmission).
  • the clutch is usually operated in slip in such fashion that a controlled precisely metered torque transfer is performed between ring gear 44 and drive shaft 16 .
  • torques between countershaft 18 and the shiftable spur gears 24 and 28 (or to be shifted) becomes zero so that they can be coupled or decoupled to or from countershaft 18 .
  • the rpm of the drive shaft is initially 0, exactly the same as the rpm of the planet gear carrier 48 connected with drive shaft 16 .
  • Drive shaft 14 turns in accordance with the engine rpm.
  • Ring gear 44 rotates in the opposite direction.
  • Clutch K is engaged until ring gear 44 is stopped relative to housing 12 .
  • the first shift cylinder 54 is actuated whereupon the ring gear 44 is locked to transmission housing 12 .
  • Clutch K can then be released again. Planet carrier 48 and drive shaft 16 connected thereto then turn with a first transmission ratio corresponding to first gear.
  • clutch K is operated further to produce torque transfer in such fashion that the rpm of output shaft 16 and countershaft 18 are matched for a torque-free and force-free connection of spur gear 24 with countershaft 18 by selector sleeve 30 .
  • the coupling between countershaft 18 and spur gear 24 takes place by an appropriate actuation of shift cylinder 33 and hence an axial displacement of selector sleeve 30 .
  • Numbers II and III refer to the shift cylinders 31 or 33 to be actuated.
  • Selector sleeve 30 moves in the opposite direction after the shift cylinder has been actuated.
  • the control can react to vehicle states, especially engine rpm, drive rpm, gear engaged or requested, and the input or output rpm gradients.
  • the control requirements can be stored in a characteristic curve or in corresponding tables. Alternatively, they can also be calculated continuously on a real-time basis.
  • clutch K initially is operated again in such fashion that, as a result of a corresponding force transfer from the input shaft 14 to the output shaft 16 through the planetary transmission and coupling, gear 24 is shifted in a torque-free and force-free manner relative to countershaft 18 . In this state, gear 24 is decoupled. Then clutch K is operated further until a corresponding rpm equalization between countershaft 18 and the output shaft 16 has taken place in such fashion that gear 28 can be coupled in a torque-free manner with countershaft 18 . If coupling takes place by actuating shift cylinder 33 and hence a torque connection by the input shaft 14 through countershaft 18 to output shaft 16 is produced, clutch K is released once again.
  • the shifting process into fourth gear is structured in a corresponding fashion, in which the clutch K is again operated in such fashion that gear 28 is shifted in a force-free manner relative to countershaft 18 . After decoupling gear 28 from countershaft 18 , the clutch is actuated further in such fashion that ring gear 44 is secured relative to output shaft 16 . As a result of the continuing engagement of planet gear carrier 48 with output shaft 16 , the sun gear, ring gear, and planet gear are all blocked so that a direct shift between input shaft 14 and output shaft 16 is achieved.
  • the output shaft 16 in this case operates at the same rpm as input shaft 14 .
  • an unsynchronized multispeed transmission with a countershaft can be produced in which the highest gear is designed as direct drive.
  • a coupling or planetary transmission is integrated which produces a complete load interruption by matching rpm values through a clutch when starting and shifting, avoiding complete load interruption.
  • FIG. 2 another embodiment of a variable transmission is shown which has been slightly modified with respect to the embodiment shown in FIG. 1 . These differences will be discussed below.
  • the same reference numbers refer to the same or corresponding parts or features.
  • variable transmission in FIG. 2 The important difference between the variable transmission in FIG. 2 and that in FIG. 1 is that a shifting device is provided between clutch K and the output shaft.
  • the clutch hub 66 made essentially cylindrical is received at one end in a hub cylinder 68 .
  • clutch hub 66 can be displaced in the axial direction of the drive shaft.
  • clutch hub 66 On its radially inner side, clutch hub 66 has various hub noses 69 which, as will be explained below, can be brought into engagement with drive housing 12 , a shiftable spur gear 80 , or drive shaft 16 .
  • Hub noses 69 are shown only schematically in FIG. 2 and FIGS. 3 a to 3 h , exactly like the engaging devices, designed in a corresponding complementary fashion on drive shaft 16 , spur gear 80 , or housing 12 .
  • synchronizing rings 70 are shown schematically between hub clutch 66 and the corresponding parts, which will not be discussed separately, because their design is generally known.
  • variable transmission is characterized by the fact that the shiftable gears of are provided on gear pairs 22 and 26 on drive shaft 16 , namely in the form of gears 28 and 80 .
  • variable transmission according to FIG. 1 relative to the speeds engaged.
  • FIGS. 3 a to 3 h the force flow or torque curve during the corresponding shifting processes will be described.
  • first clutch hub 66 is displaced to the right by operating hub cylinder 68 in the axial direction in FIG. 3 a , so that it meshes nonrotatably with transmission housing 12 .
  • clutch K is operated continuously until it is completely closed.
  • ring gear 44 is secured relative to transmission housing 12 .
  • the first locking device 52 can be operated to release clutch K.
  • FIG. 4 The advantage of a variable transmission according to the invention can be seen from the illustration in FIG. 4 .
  • the following are shown among others: throttle flap position DKI, vehicle speed V, engine rpm n(MOT), engine torque M(MOT), acceleration torque M(acc), speed requirement (speed req), speed engaged as well as clutch torque M(k).
  • the graph shows the individual curves for a continuous vehicle acceleration and the corresponding shifts.
  • FIG. 5 a corresponding curve for a normal manual transmission is plotted. It is readily apparent from the solid line in this curve that in the corresponding gear changes, the acceleration torque drops momentarily to zero. This results in load interruptions that make themselves felt as abrupt movements.
  • variable transmission can be produced which has the advantages of a manual transmission, namely high efficiency as well as simple design, as well as completely preventing load interruption when shifting.
  • the variable transmission according to the invention can be manufactured economically and compactly because of its simple design. It requires only a small amount of room for installation in a motor vehicle and the shifting comfort corresponds to that of an automatic transmission.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)
  • Gear Transmission (AREA)
US09/508,888 1997-09-19 1998-08-21 Gearbox Expired - Lifetime US6387006B1 (en)

Applications Claiming Priority (3)

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DE19741440A DE19741440A1 (de) 1997-09-19 1997-09-19 Wechselgetriebe
DE19741440 1997-09-19
PCT/EP1998/005327 WO1999015810A1 (de) 1997-09-19 1998-08-21 Wechselgetriebe

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US (1) US6387006B1 (es)
EP (1) EP1015794B1 (es)
JP (1) JP2001517762A (es)
DE (2) DE19741440A1 (es)
ES (1) ES2157671T3 (es)
WO (1) WO1999015810A1 (es)

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US6662896B1 (en) * 1998-12-23 2003-12-16 Unic Aktiebolag Transmission for cars
US20070060432A1 (en) * 2003-05-08 2007-03-15 Van Druten Roell M Transmission system, in particular for a motor vehicle
US20070131046A1 (en) * 2005-12-14 2007-06-14 Borgerson James B Multi-speed transmission with differential gear set and countershaft gearing
US20080045373A1 (en) * 2006-07-24 2008-02-21 Rodgers Ii Dane L Multi-speed countershaft transmission with a planetary gear set
US20080106227A1 (en) * 2005-07-09 2008-05-08 Bayerische Motoren Werke Aktiengesellschaft Drive System For A Motor Vehicle
US20080182700A1 (en) * 2007-01-25 2008-07-31 Gm Global Technology Operations, Inc. Multi-speed countershaft transmission with a planetary gear set and method
US20090264241A1 (en) * 2008-04-16 2009-10-22 Zf Friedrichshafen Ag Multi-group transmission of a motor vehicle

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DE10013179A1 (de) * 2000-03-17 2001-09-20 Zahnradfabrik Friedrichshafen Getriebeeinheit
DE10054318B4 (de) * 2000-11-02 2016-02-11 Volkswagen Ag System zur Steuerung eines Doppelkupplungsgetriebes
DE10144190A1 (de) * 2001-09-08 2003-03-27 Bayerische Motoren Werke Ag Zentralsynchronisiertes Stufengetriebe
EP1353095A1 (en) * 2002-04-10 2003-10-15 Van Doorne's Transmissie B.V. Control method for an automatic transmission
DE10228501B4 (de) * 2002-06-21 2008-10-16 Getrag Innovations Gmbh Automatisches Wechselgetriebe
DE10356198A1 (de) * 2003-12-02 2005-07-21 Zf Friedrichshafen Ag Gangwechseleinrichtung
DE10361333A1 (de) 2003-12-18 2005-07-14 Getrag Innovations Gmbh Automatisches Wechselgetriebe
MX2007012471A (es) * 2005-04-08 2008-03-14 Dti Group Bv Accionador para un vehiculo, en particular un autocamion.
CN101189449B (zh) 2005-04-08 2012-07-25 Dti集团有限公司 用于尤其是载重汽车的车辆的驱动器
JP4165600B2 (ja) * 2006-11-22 2008-10-15 トヨタ自動車株式会社 連結装置、それを備えた動力出力装置およびハイブリッド自動車
FR2923882B1 (fr) * 2007-11-15 2010-04-02 Peugeot Citroen Automobiles Sa Boite de vitesses a derivation de couple et procede de changement de rapport associe.
DE102010023076A1 (de) * 2010-06-08 2011-12-08 Gm Global Technology Operations Llc (N.D.Ges.D. Staates Delaware) Mehrganggetriebe mit Drehmomentverzweigungssystem über eine Planetengetriebe
DE102017005310B4 (de) 2017-06-02 2021-09-30 Daimler Ag Gruppengetriebe für ein Kraftfahrzeug, insbesondere für ein Nutzfahrzeug

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US20070060432A1 (en) * 2003-05-08 2007-03-15 Van Druten Roell M Transmission system, in particular for a motor vehicle
US7824294B2 (en) 2003-05-08 2010-11-02 Dti Group B.V. Transmission system, in particular for a motor vehicle
US20080106227A1 (en) * 2005-07-09 2008-05-08 Bayerische Motoren Werke Aktiengesellschaft Drive System For A Motor Vehicle
US7755309B2 (en) 2005-07-09 2010-07-13 Bayerische Motoren Werke Aktiengesellschaft Drive system for a motor vehicle
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US20080182700A1 (en) * 2007-01-25 2008-07-31 Gm Global Technology Operations, Inc. Multi-speed countershaft transmission with a planetary gear set and method
US7604561B2 (en) 2007-01-25 2009-10-20 Gm Global Technology Operations, Inc. Multi-speed countershaft transmission with a planetary gear set and method
US20090264241A1 (en) * 2008-04-16 2009-10-22 Zf Friedrichshafen Ag Multi-group transmission of a motor vehicle

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WO1999015810A1 (de) 1999-04-01
EP1015794B1 (de) 2001-05-16
ES2157671T3 (es) 2001-08-16
DE19741440A1 (de) 1999-04-15
JP2001517762A (ja) 2001-10-09
DE59800735D1 (de) 2001-06-21
EP1015794A1 (de) 2000-07-05

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